Internal-combustion engine.



0. DE LUKAOSBVIGS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED 111:0.28, 1912.

1 0 1 16 Patented Dec. 16,1913.

4 SHEETS-SHEET 1.

C. DE LUKAOSBVIGS. INTERNAL COMBUSTION ENGINE. APPLICATION FILED DEC, 28, 1912.

5 mm: Wcoz Z96 ahfaaacse vz'cs Patented Dec. 16, 1913.

4 SHEETS-SHEBT 2.

1mm wade 0. DB LUKAOSEVIGS. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED DEO.2B.1912.

1 ,08 1 ,8 1 6, Patented Dec. 16, 1913.

4 SHEETS-SHEET 4.

v Eli meow 8 me wto z cHAnLns Dli Lmmcsnvrcs, OF WEST NUTLEY, NEW JERSEY.

iri'rnmvAncoMBUsTIoN ENGINE.

Specification of Letters Patent.

Patented Dec. 16, 1913.

Application filed December 2a, 1912. Serial No. 739,143.

Zia all whom it may concern:

Be it known that I, Cininees on LUKAC- series, a citizen of the United States, residing at lVest Nutley, in the county of Essex and State of New Jersey, have invented new and useful Improvements in InternaLCombustion Engines, of which the following is a specification.

This invention relates to improvements in internal combustion engines.

The principal object of the invention is to provide an engine having a certain number of cylinders and pistons corresponding thereto, of such construction and relation that power effects may be obtained, at the option of the operator, as of the number of cylinders actually involved in the physical makeup of the engine, or as of substantially twice such number of cylinders; that is to say, the improved engine comprises a certain number of cylinders which, in connection with their corresponding pistons, are of such construction that two distinct groups of power elements are provided, one or both of which may be used at the option of the operator. Thus, in an engine comprising four cylinders and four pistons corresponding thereto, the construction and arrangement of parts is of such nature that the power obtained may, at the option of the operator, be as of a four cylinder engine, or as of an eight cylinder engine. In carrying out this object, each cylinder is formed into upper and lower piston chambers, and each piston is formed into upper and lower heads which work in the respective piston chambers. The piston chambers of one group are interconnected by valved by-pass passages, while the piston chambers of the other group are always independent of one another. Those chambers which are connected by the bypass passages may be rendered independent of one another by op erating the valves in said passages to cut off the communication of the chambers, in which event, both chambers of each cylinder are utilized for the production of power. On the other hand, when the valves in the bypass passages are in position to allow communication between the piston chambers which the bypass passages connect, only those piston chambers of the other group, and which are independent of one another, are utilized in the production of power. For each of the piston chambers aforesaid there are separate intake and exhaust valves,

and intake and exhaust manifolds, and it will, therefore, be understood that the two piston chambers of each cylinder are as independent of one another as they are of the piston chambers of the other cylinders.

The invention also comprises a number of collateral. improvements in respect of the organization of the manifolds, of the intake and exhaust valves and their operating means, of the system for supplying lubricants to the moving parts, and of the utilization of the means for operating the bypass valves referred to, to operate, in relation to said valve, the throttle of the carburetor which supplies the piston chambers which are connected by the by-pass passages. The principal and collateral features of improvement and the advantages thereof will be explained at length in the succeeding description.

Embodiments of the invention are illustrated in the accompanying drawings, wherein:

Figure l is a plan view of an engine in which the features of the invention are incorporated, this figure showing at one side certain features in horizontal section. Fig. 2 is a transverse vertical sectional view of the engine shown in Fig. 1. The section shown in Fig. 2 is on the line 2-2 of Fig. 1, and the sectional illustratioi'i embodied in Fig. 1 is on the line l-1 of Fig. 2. Fig. 3 is a detail vertical sectional view showing more particularly the bypass valve between the lower piston chambers of the cylinders, this view being taken on the line 8-3 of Fig. 1. Fig. at is a detail horizontal sectional iew on the line i-it of Fig. 2. Fig. 5 is a detail horizontal sectional view on the line 3)5 of Fig. 2. Fig. 6 is a detail sectional view-of a cam, of which a number are employed, to operate the intake and exhaust valves. Fig. 7 is a partial transverse sectional view showing an engine of slightly modified construction. Fig. 8 is a horizontal sectional view on the line 88 of Fig. 7. Fig. 9 is a detail sectional view showing the relation of the valve operating cams. Fig. 10 is a view, partly in side elevation, and partly in vertical section, at different planes, showing an engine wherein other modifica tions are introduced; and Fig. 11 is a part plan and part horizontal sectional view of the construction shown in Fig. 10, the section in the upper portion of Fig. 11 being taken on the line 11 of Fig. 10, and the section in the lower portion of Fig. 11 being taken on the line 11 of Fig. 10.

Similar characters of reference designate cgrresponding, parts throughout the several views. 5 x

The engine shown in Figs. '1 and 2 comprises four cylinders 1, which are conveniently cast in pairs, and each cylinder comprises an upper piston chamber2 and a lower piston chamber 3. Pistons 4 work within the cylinders 1, and each piston 4 comprises an upper piston head 5 which works within the piston chamber 2, and a lower piston head 6 which works within the piston chamber 3. The cylinders are imposed on a closed crank case in which is located, the main shaft 7,' the crank arms of which are connected in the usual manner, as by rods 8, to the pistons 4. The iston' chambers 2, in conjunction with the plston heads 5, form a power group, and the iston chambers 3, in conjunction with the piston heads 6, form a second power group, which may or may 'munication of the piston chambers 3 with one another. By positioning the valves 10 to cut oficommunication between the a jacent piston chambers 3, said iston chambers are thereby rendered in ependent of one another. The valves 10 are preferably of tapered form, being journaled in conformably tapered openings, and carry stems 11. Springs 12 are employed to maintain the accurate seating of thevalves 10. The

stems 11 carry at their upper ends pinions 13, the hubs of which are ournaled in bearings 14. The pinions 13 are in engagement with the rack bar 15, by the operation of which the turning movement of thejvalves' 10 is efi'ected, as is obvious.

At opposite sides of the,.-piston chamber 2 there are arranged an intake valvechamber 16 and an exhaust valve chamber 17, these valve chambers communicating with" said piston chamber through passagesltand 17'- respectively. At opposite sides of the piston chamber 3. there are arranged -'an intake valve chamber 18 and an exhaust valve chamber 19, these valve chambers communieating .with the piston chamber through passages 18 and 19 respectively. The bypass passage 9 extends between the passages 2 18 of the adjacent piston chambers 3. The

several passages 16, 17, 18, and 19 'are of nucleic considerable width, and in order to guard against displacement of the packing rings of the several piston valves, as said rings come adjacent the respective passages mentioned, in each passage there is provided a vertical central partition 20, (Fig. 1) which is preferably hollow, to serve also as a part of the cooling system. In the construction shown in Fig. 1, the valve chamber 18 is alined with the valve chamber 16, and the valve chamber 19 alined with the valve chamber 17. ,The valves which work in these chambers are preferably of the piston type, and-comprise the upper inlet valve 21, controlling the passage of gaseous fuel to the piston chamber 2, the upper exhaust valve 22, controlling the escape of gaseous .fuel from said chamber, the lower inlet valve 23, controlling the passage of gaseous fuel to the piston chamber 3,'and the lower exhaust valve 24, controlling the escape of gaseous fuel from the piston chamber 3.

In the embodiment shown in Fig. 1, the

valves at the same sides of the engine are independently actuated; that is to say, the

valves 21 and23 are actuated independentlyof one another and so, also, are the valves 22 and 24:. The valve organization at each side of the engine is similar. Theupper valves 21 and 22 are each carried on av stem 25, and the lower valves 23, and 24: are each carried 'on a stem 26, which surrounds the stem- 25.

For the operation of the valves, cam wheels 27 (Figs. 2 and 6) are provided, each cam wheel 27 having a central cam rib 28 which acts on the stem 25 of the upper valve, and having similarly formed, proportioned, and arranged cam ribs 29 at each side'of the rib 28, and which act on the stem 26 of the lower valve. The valve stem 25 carries atits-lower end a roller 30 which rides upon the cam rib 28, and the valve stem 26 carries at its lower end, at opposite sides thereof, rollers 31 which ride upon-the cam ribs 29, (Figs. 2 and 5). "The valve stems 25 and 26 are held in engagement with the cam ribs 28 and 29 by springs 32 and 33 respectively.

Gaseous fuel is supplied to the valve chambers 16 and 18 by'intake manifolds 34: and 35 respectively,- and the products 'of explosion pass from the exhaust valve chambers 17 k and 19 through exhaust valve manifolds 36' and 37 respectively. The upper manifolds 34 and '36 aresecurely held in position without the aid of fastening bolts or equivalent devices, being clamped against the upper valve chambers 16 and 17 by screws 38, provided'at the ends of transverse bars 39 (Figs. 1 and 2). The bars 39 are mounted upon a bridge plate 40 which extends between adjacent cylinders 1, of each pair, and 'is secured upon hollow posts 41 by nuts 42. Thev posts d1 are, in each instance, threaded into orotherwise secured to the spark plugs 43 for the piston chambers rable bases 44 which are constructed with axial extensions to serve as guides for the valve stems 25. The lower manifolds 35 and 37 are clamped in position without the use of fastening bolts or equivalent devices, being securely held upon the lower valve chambers 18 and 19 by means of clamping nuts 45, mounted upon the extensions of the parts 44, the nuts 45 not only serving to clamp the lower manifolds in position upon the valve casings 18 and 19, but also serving to firmly clamp the parts 44 against the lower ends of the valve casings 16 and 17. The lower manifolds 35 and 37 are constructed with internal sleeves which serve as additional guides for the valve stems '25, as shown in Fig. 2.

The lower valve casings 18 and 1!) are equipped with separable bases 46, which have concentric axially projecting extensions, the inner extension serving as a guide for the valve stem 26, and the outer extension carrying nuts 47, which seat upon supporting sleeves 48, and by means of which the bases 46 are clamped in position against the lower ends of the chambers 18 and 19. The sleeves 48, in turn, seat upon the projecting upper wall of the crank case 49, and are of two-part construction.

The side walls of the crank case are formed with recesses to accommodate a block 50 made up of two parts placed end to end and fashioned to provide an opening through which the valve stems 25 and 26 work, the outer part of said block carrying a flat bar 51 which extends across said opening and through slots 52 and 53 in the valve stems 25 and 26 respectively, (Figs. 1 and 4). The bar 51 is removable from the block 50, but is normally held in position by a securing pin, as shown in Fig. 4. The lower portion of the valve stem 26 is enlarged to accommodate the spring 32, and is guided in bearings 54 which are formed on the walls of the crank case. This enlargement pro vides a shoulder 55, and the spring 33 aforesaid bears at its upper end against the base 46 of the adjoining chamber, and at its lower end against the shoulder 55. The spring bears at its upper end against a disk 56, and at its lower end against a shoulder 5'? formed on the valve stem 25, said valve stem having its lower portion enlarged to provide the shoulder 57, and also to fit ccnformably in the enlarged portion of the valve stem 26. The bar 51 prevents the valve stem 25 from turning, and forms a support for the disk 56 against which the upper end of the spring 32 bears.

The cams 27, to which reference has been pmade, are mounted upon shafts at opposite 55 sides of the crank case 49, and these shafts are driven from the main shaft 7 by suitable gearing, e. g. by silent chain and sprocket The valve chambers 16 and 17 have sepagearing, shown diagrammatically in Fig. 2. I

The cams and their shafts are completely housed wlthin the crank case, and run 111 (Hi.

The base of the crank case comprises a plate 59 which is preferably of aluminum, and is bolted to the body of the crank case. The plate 59 has, at the sides thereof, channels to accommodate the cams 28, and between said channels is formed with a lubricant overt-low chamber 60 which communicates with the oil reservoir, (not shown). The top wall of the chamber 60 is formed as a lubricant containing basin 61, into which the connections between the arms of the crank shaft 7 and the rods 8 periodically dip, as is obvious.

Effective provision is made for the thorough lubrication of all. the movable parts, e. 9. piston valves, valve stems, valve springs, valve cams, pistons, etc. The oil used in the lubrication of the engine is contained in a reservoir, (not shown), and from this reservoir there lead two main supply pipes 62 and 63 which project into the crank case. The pipe 62 carries an upward extension 64, which is provided for the purpose of lubricating the piston 4. When said piston is in its lowermost position, the oil issues from the mouth of the extension 64 into channels 65 arranged upon the inner face of the piston head 5, and from said channels the oil passes through openings 66 to the space be tween the outcnface of the piston and the inner face of the cylinder 1. .In this way a thorough lubrication of the piston 4 is as sured. The arrangement for lulnicating the valves and their adjuncts is duplicated at each side of the engine, and is shown in full in connection with the pipe 62. Each of the pipes 62 and 63 communicates with an upwardly extending pipe 67 which, at its up per end, connnunicates with the chamber of the adjacent upper valve. Thus, the pipe 67 which leads from the pipe 62 communicate-s at its upper end with the valve chamber 17. The bases 44 of these upper chambers are provided within the chambers with upward extensions 44, which prevent the oil from escaping through the pressure relief openings 44". The upper and lower valve cham bers at the same side of the engine are connected by a pipe 68, the terminals of which are located at a sutlicient elevation with re lation to the walls of the valve chambers to insure that an adequate supply of lubricant will always be maintained in said chambers. The lubricant passing into the upper valve chambers passes through the pipes 68 into the lower valve chambers. The l'MlStS 46 of these lower valve chambers are provided with upward extensions 46" having aper tures 46" so located as to insure that an adequate amount of lubricant will be maintained in the lower valve chambers. The lubricant thus passing into the lower valve chambers from the pipes 68 passes through the apertures 46 and through apertures 46, in the bases 46, into the spaces in which the springs 33 are arranged. Continuing its downward passage, the lubricant passes through the slots 53 in the valve stems 26, to the interior of said valve stems and through apertures 56 in they disks 56, to the spaces in which the springs 32 are arranged. The valve stems 26 are provided in their, lower portions with apertures 26 communicating with the interior of the crank case 49, and the lubricant ultimately escapes through these openings 26 into the crank case, from whence it escapes into the lubricant overflow chamber 60 and is ultimately returned to the reservoir. The pipe 63 is shown as provided with a downward extension 69 which terminates adjacent the basin 61 and discharges lubricant into said basin. This extension is provided in order to insure that there will always be an adequate supply of oil in the basin 61 to eflect a thorough lubrication of the connections between the rods 8 and the crank shaft. The inner face of the piston chamber 3 is lubricated on the well known splash principle.

It is preferred to employ a separate carbureter for each intake manifold. Thus, a

carburetor 70 is connected to the manifold 34, and a carburetor 71 is connected to the manifold 35. These carbureters are equipped with the usual butterfly valves 72 and 73 respectively, and these valves may be connected to be operated simultaneously, as

shown in Fig. 2. In such a case, it is preferred to arrange an extra butterfly valve 74 in the manifold 35. Thus, if both of the valves 72 and 73 are open, the group of lower piston chambers and piston heads may be cut out by closing the valve 74, and may be put into operation by opening the valve 74. It is convenient and preferred to auto-- -mat ically operate the valve 74 in relation to the operations of the valves 10, and for this purpose the rack bar 15, which is employed to efi'ect the operations of the valves 10 previously explained, is suitably connected, as

' shown in Fig. 2, to the pivot of the valve 74,

the relation being of such nature that a movement of the rack bar 15 to close the valves 10 opens the valve 74, and a movementof the rack bar 15 to open the valves 10 closes the valve 74.

As shown in Fig. 1, the cylinders 1 are connected in pairs and the by-pass passages 9 connect the cylinders of each pair. The piston chambers 2 and the piston heads 5 form a complete four-stroke cycle engine,

and. the piston chambers 3 and the piston heads 6 form a second four-stroke cycle engine. According to the present embodiment,

only the engine which is formed by the piston chambers and piston heads ot the upper neonate group may be used, or both engines may be used. In the event that power is to be produced onl through the agency of the piston heads 5, t e valves 10 are put in open position, so that, as the piston heads 6 ascend and descend, the air in the piston chambers 3 may surge back and forth from one piston chamber into the other, and pressure which would tend to resist the movements of the piston head 5 is thus relieved. On the other hand, if the power is to be obtained not only from the piston heads 5,'but also from the piston heads 6, the valves 10 are closed, and

the butterfly valve 74 is opened. When this relation is obtained, all of the inlet and all of the exhaust valves are in operation, and the cycles of the engine take place not only in the piston chambers 2, but also, and in an independent manner, in the piston chambers 3, the fuel charges in the chambers 2 being fired by the spark plugs 43, and the fuel charges in the chambers 3 being fired by spark plugs 75 (Fig. 1), which are preferably arranged in the passages 18 and 19.

The construction shown in Fig. 2 provides for a continuous torque, as in the case of. an ordinary six cylinder or eight cylinder engine, since the lower intake and exhaust valves may be so operated by their cams, with reference to the upper intake and exhaust valves, that the same downward stroke of the piston 4 will, in the case of the piston head 5, be an intake stroke, and in the case of the piston 6, be a-firing stroke. In like manner, when the piston head 5 is compressing, the piston head 6 .is exhausting; when the piston head 5 is firing, the piston head 6 is inhausting; and when the piston head 5 is exhausting, the piston head 6 is compressing.

The purpose of having the two carburetors and 71 for the two intake manifolds is to insure that when the engine is running on the upper group of power elements alone, a carbureting action of the greatest efiiciency is obtained, it being observed that with most operated at almostits maximum capacity.-

At the same time, owing to the connection between the valve 74 and the-carbureter 71, and the rack bar 15, the control oi'thetwo carii'areters is as facile as though'but a single carbnreter were employed.

The engine abovedescribed is especially adaptable for heavycars, since it is capable of power development which will meet all the demands both as to speed and as to hill climbing to which suchcars are liable, and

yet, may be normally run on the 11 per group of the power elements alone, an in 7 this way, is much more economical in its normal use than an ordinary six cylinder or eight cylinder engine having equal capacity for power development-. Aside from these considerations, the engine described is lighter in weight, simpler in construction,- and more compact and accessible than the ordinary six cylinder and eight cylinder engines, having a power capacity equal to the greatest demands of heavy cars. The principal advantages of the construction are, of course, its interchangeability in respect of the production of power from the upper group of power elements alone, or from both the upper and the lower groups, and the facility with which the lower group of power elements may be out in or cut out, so to speak. Other advantages of the construction are the complete inclosure of the working parts, the effective lubrication of the working parts by a lubricating system of extremely simple nature, and the accessible assemblage of the valves and their appurtenances including the manifolds, without the necessity of the use of any connecting bolts which are liable to work loose from vibration, or to become bent from stresses.

While the construction above described is a preferred one, so far as I am now aware, the features of the invention may be incorporated in an internal combustion engine wherein variations or modifications are introduced in respect of the arrangement of parts, and two other constructions are herein shown, by way of example, in which variations or modifications in the arrangement of parts have been introduced.

The construction shown in Fig. 7 is along the same general lines as the construction shown in Figs. 1 and 2, differing principally in that the valves at each side of the engine are mounted upon a common stem. Thus,- a single valve stem 25 is provided for the two inlet valves 21 and 23, and a similar valve stem at the opposite side of the cylinder is provided for the two exhaust valves 22 and 24. The construction of the cylinders and of the pistons, and the relation of the cylinders of each pair to one another, as also the general construction of the valves and their appurtenances, are the same as in the embodiment previously described. Inasmuch as but one valve stem is used for the two valves at each side of the engine, only one valve spring is required, such spring being shown at 32". The sprin 32 bear against the bases 46 of the valve 0 ambers 18' and 19,-

and against disks or shoulders 25 on the valve stems 25. The change referred to makes it unnecessary to use a cam of the construction shown in Fig. 6. Instead, a cam 27 of ordinary construction may be used, as shown in Fig. 9. With the construction shown in Figs. 7 and 8, the strokes of the piston heads 5 and 6 are synchronous; that is to say, when the piston 4 moves downwardly, both piston heads will be on the firing stroke, or on the intake stroke, as the case may be, and in like manner, when the '1, in that the two valves at the same side of each cylinder are so controlled that the piston head 6 may be on its firing stroke when the piston head 5 is on its intake stroke, but differs from the construction shown in Fig. 1 in that the intake and exhaust valves for each cylinder are not arranged in alining or coaxial relation, and certain corresponding departures in the arrangement of the manifolds are entailed. Fig. 10 may be assumed to show that side of the engine upon which the inlet valves are arranged, and it will, of course, be understood that the arrangement is duplicated in the case of the exhaust valves at the other side of the engine. In this case, the upper valves and the lower valves are arranged in pairs, each pair of lower valves being arranged between adjacent pairs of upper valves. The valve stem organization is the same as that shown in Fig. 7, and cams of the form 27 shown in- Fig. 9 are to be employed. The lower intake mani- -folds are clamped in position upon the lower intake valve chambers by screws 76, which are carried by brackets 77 projecting from the sides of the engine. The construction shown in Figs.- 10 and 11 is, in reality, the combination of the scheme of operation involved in the construction shown in Fig. 1, with the valve organization involved in the construction shown in Fig. 7. Except as to the features of variation ancillary to this combination, it does not differ substantially from either of the constructions referred to. Fig. 10 shows a slight departure in the method of lubricating the upper pistons and the upper piston chambers. In this case, each iston 4 has adjacent the ends of its reduce portions packing rings 4 and 4*, the upper rings 4" preventing the transmission of pressure from above, and the lower rings 4" preventing the transmission of pressure from below. In this way there is always a normal pressure in the space or zone between the upper and lower packing rings and the pin which connects the piston 4 and the rod 8 may have its ends extended through the wall of the piston. An oil conducting pipe 64* is secured in the wall of the piston chamber at such a point that oil may be forced through this pipe into the space between the packing rings 4 and 4;". The efiective and constant lubrication of the piston 42 is thereby provided for and the channels 65 employed in the lubricating arrangement already described are inders having alining piston chambers, pistons having piston heads for said respective chambers, said chambers and said piston heads forming separate power groups and a bypass passage directly connecting diiferentpiston chambers of one group and a valve in said passage which is operable at will. to shut off the intereommunicat-ion of the cylinders which said passage connects or to establish such intercommunication.

2. In an internal combustion engine, cylinders having alining piston chambers, piston heads for said chambers, a piston rod common to the piston heads of each cylinder, said chambers and said piston heads forming separate power groups, and a bypass passage directly connecting different piston chambers of one group and a valve in said passage which is operable at will to shut 0d the intercommunication of the cylinders which said passage connects or to establish such intercommunication.

3. In an internal combustion engine, cylinders having alining piston chambers, pis ton heads for said chambers, a piston rod common to the piston heads of each cylinder, said chambers and said piston heads forming separate power groups, valved means of communication between difi'erent chambers of one group, and separate inlet and exhaust valves for the piston chambers of each cylinder.

4;. In an internal combustion engine, cylinders having alining piston chambers, piston heads for said chambers, a piston rod common to the piston heads of each cylinder, said chambers and said piston heads forming separate power groups, valved means of communication between difi'erent chambers of one group, separate inlet and exhaust valves for the piston chambers of each cylinder, and separate carbureters for each power group.

5. In an internal combustion engine, cylinders having alining piston chambers, piston heads for said chambers, a piston rod common to the piston heads of each cylinder, said chambers and said piston heads forming separate power groups, a by-pass passage communication of the group of piston chambel's which are connected by the bypass passage and the carburetor for said group, and a means of connection between said valve ope'rating means and said carburetor valve whereby when the valve in said passage is open the carbureter valve isclosed and when the valve in said passage is closed the carbureter valve is open.

6. In an internal combustion'engine, cylinders having alining piston chambers, piston heads for said chambers, a piston rod common to the piston heads of each cylinder, said chambers and said piston heads forming separate power groups, valved means of communication between difi'erent chambers of one group and separate-intake manifolds for the two groups.

7. In an internal combustion engine, cylinders having alining piston chambers, piston heads for said chambers, a piston rod common to the piston heads of each cylinder, said chambers and said piston heads forming separate power groups, separate inlet and exhaust valves for the piston chambers of each cylinder, stems for said valves, one

of the stems being hollow and inclosing the 7 other, valve operating cams engaging the ends of said valve stems, and springs for holding said stems in engagement with said cams.

8. In an internal combustion engine, cylinders having alining piston chambers, piston heads for said chambers, a piston .rod common to the piston heads of each cylinder, said chambers and said piston heads forming separate power groups valved means of communication between di-iferent chambers of one group, and separate inlet and exhaust valves for the piston chambers of each cylinder, the inlet valves being arranged on one side of the engine and the exhaust valves being arranged on the opposite side of the engine.

9. In an internal'combustion en 'ne, cyl inders having alining piston cham ers, piston heads for said chambers, a piston rod common to the piston heads of each cylinder, said chambers and said piston heads form ing separate p'ower groups, valved means of communication between difierent chambers of one group, and separate inlet and exhaustvalves for the piston chambers of each cylinder, the inlet valves being arranged in coaxial relation on one side of the engine and the exhaust valves bein arranged in coaxial relation on the opposlte side of the engine.

10. In an internal combustion ene, cylr inders having alining piston chambers, piston heads for said chambers, a piston rod common to the piston heads of eiich cylinder, said chambers and said piston heads forming separate power groups, valved means of communication between different chambers of one group, and separate inlet and exhaust valves for the piston chambers of each cylinder, the valves being arranged at opposite sides of the engine.

11. In an internal combustion engine, cylinders having alining piston chambers, piston heads for said chambers, a piston rod common to the piston heads of each cylinder, said chambers and said piston heads forming separate power groups, valved means of communication between different chambers of one group, separate inlet and exhaust valves for the piston chambers of each cylinder, the valves being arranged at opposite sides of the engine, separate inlet and exhaust valve manifolds for the two groups, and means for clamping the manifolds upon the chambers of said valves.

12. In an internal combustion engine, cylinders having alining piston chambers, pis-. ton heads for said ehan'ibers, a piston rod common to the piston heads of each cylinder, said chambers and said piston heads forining separate power groups, valved means of communication between different chambersof one group, separate inlet and exhaust valves for the piston chambers, the valves being arranged in coaxial relation at opposite sides of the engine, separate inlet and exhaust valve manifolds for the two groups, means for clamping a pair of said manifolds upon the chambers of the outermost valves at opposite sides of the engine, said valve chambers having separable bases, and means coaeting with said separable bases for clamping the other manifolds upon the chambers of the other valves.

13. In an internal combustion engine, cylinders having alining upper and lower piston chambers, piston heads working in said chambers, a closed crank case upon which the cylinders are imposed, separate inlet and exhaust valves for the piston chambers, the valves being arranged at opposite sides of the engine adjacent said piston chambers and having inclosed stems which project into the crank case, cam shafts journaled in the crank case and carrying within the crank case cams to act on said valve stems, a lubri cant supply pipe communicating with the chambers of the upper valves, connecting pipes between the chambers of the upper valves and the chambers of the lower valves, the latter chambers having perforated bases through which the lubricant passes to the space within which the valve stems wrrk and ultimately to the crank case.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

CHARLES, on LUKACSEVICS.

WVitnesses:

A. L. HUNTLEY, FREDK. S. STRAMBACK. 

